PERMANENT  IMPROVEMENT 


OP  THE 


ENTRANCE  TO  THE  HARBOR  OF  NEW  YORK. 


Avery  Architectural  and  Fine  Arts  Library 
Gift  of  Seymour  B.  Durst  Old  York  Library 


PERMANENT  IMPROVEMENT 

OP  THE 

ENTRANCE  TO  THE  HARBOR  OF  NEW  YORK. 


14091  1 


f 


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LETTER  OF  THE  CHIEF  OF  ENGINEERS. 

Office  of  the  Chief  of  Engineers, 

United  States  Army, 
Washington,  D.  (7.,  January  24,  1887. 
Sir:  I  have  the  honor  to  submit  herewith  copy  of  letter  of  November 
4,  1886,  from  the  Chamber  of  Commerce  of  the  city  of  New  York  re- 
specting the  project  for  the  permanent  improvement  of  the  sea-entrance 
to  New  York  Harbor,  and  copy  of  the  report  of  the  Board  of  Engineers 
for  Fortifications  and  for  River  and  Harbor  Improvements,  dated  De- 
cember 11, 1886,  reviewing  the  same,  and  submitting  certain  recommen- 
dations, which  have  received  the  approval  of  the  Secretary  of  War. 

These  papers  being  of  special  public  interest,  1  have  to  suggest  that 
two  hundred  and  fifty  copies  of  them  be  printed  for  distribution. 
Very  respectfully,  your  obedient  servant, 

J.  C.  Duane, 
Brig.  Gen.,  Chief  of  Engineers. 

Hon.  Wm.  C.  Endicott, 

Secretary  of  War. 

[First  indorsement.] 

War  Department,  January  28,  1887. 

Approved. 

By  order  of  the  Acting  Secretary  of  War. 

Saml.  Hodgkins, 
Acting  Chief  Cleric. 


LETTER  OF  THE   CHAMBER^  OF  COMMERCE,  STATE  OF 

NEW  YORK. 

Chamber  of  Commerce 
of  the  State  of  New  York, 

New  York,  November  4,  1886. 

Sir  :  In  compliance  with  your  wish,  as  expressed  in  your  favors  of 
the  11th  and  20th  ultimo,  I  proceed  to  state  to  you  briefly  the  views  of 
the  Chamber  of  Commerce,  and  of  this  committee,  upon  the  subject  of 
"permanent  improvement  of  the  sea-entrance  of  the  harbor  of  New 
York." 

The  harbor's  entrance  is  confined  by  the  land  barriers  of  Long  Island 
on  the  north  and  New  Jersey  on  the  south,  Coney  Island  forming  the 
nearest  extension  of  the  former  and  Sandy  Hook  that  of  the  latter  at 
the  points  of  the  narrowest  part  of  the  entrance. 

The  distance  between  Sandy  Hook  and  Coney  Island,  in  a  line  due 
north  from  the  point  of  the  Hook,  is  7-^  miles,  and  the  distance  is  about 

3 


4 


the  same  from  the  point  of  the  Hook  northeast  to  the  shoal  water  of 
Boekaway  Inlet,  5  miles  further  east.  This  triangle,  formed  by  the 
point  of  the  Hook,  Coney  Island,  and  the  projection  of  Long  Island  at 
Rockaway  Inlet,  constitutes  the  practical  entrance  to  New  York. 

The  entrance  varies  in  depth,  by  reason  of  shoals  lying  across  the 
same,  from  a  few  feet  to  10  fathoms.  There  are  embraced  in  this  en- 
trance five  distinct  channels,  as  follows,  beginning  at  Coney  Island: 

First.  The  u  Coney  Island  Channel." 

Second.  u  Fourteen-Foot  Channel." 

Third.  "  East  Channel." 

Fourth.  u  Swash  Channel."* 

Fifth  "  Main  Ship  Channel."* 

Each  and  all  of  these  channels  are  in  active  and  constant  use, 
according  to  the  route  desirable  to  pursue,  and  the  draught  of  water 
required  by  the  vessel. 

It  may  be  assumed  that  vessels  requiring  over  15  feet  draught  gener- 
ally use  the  fourth  and  fifth  channels,  whilst  all  others  inay  use  the  first, 
second,  or  third,  as  required,  and  as  most  convenient  and  adapted.  The 
greatest  available  draught  of  water  to  be  relied  on  as  obtainable  at  all 
times  and  states  of  tides  cannot  be  stated  as  more  than  24  feet.  For 
all  exceeding  this,  a  favorable  condition  of  tide  and  weather  must  be 
sought  and  awaited  to  avoid  serious  danger. 

Of  the  entire  shipping  owned  by  citizens  of  the  United  States,  the 
whole  number  of  sail  and  steam  being,  say  18,000,  about  16,500  draw 
15  feet  and  less,  and  1,500  draw  15  feet  and  over.  Of  this  whole  num- 
ber we  do  not  know  of  one  which  requires  over  24  feet,  the  present  avail- 
able draught  over  the  bar  via  the  Gedney's  Channel. 

It  will  thus  be  apparent  that  the  demand  for  increased  depth  of  water 
arises  almost  exclusively  from  the  foreign  ocean  steamers,  to  which  our 
foreign  ocean  carrying  trade  is  now  surrendered,  and  that  the  American 
vessels  have  been  built  in  deference  to  the  trades  and  capacities  of  the 
harbors  to  which  they  ply,  of  smaller  size,  and  of  a  model  not  requiring 
larger  draught  of  water  than  generally  afforded  by  uature. 

When  it  is  considered  what  a  preponderance  in  value  and  importance 
to  its  citizens  the  maintenance  of  this  great  coastwise  traffic  bears  over 
that  of  our  foreign  commerce,  the  enormous  number  of  vessels  employed 
in  the  former,  their  constant  and  frequent  entrances  and  exits,  it  must 
be  concluded  that  no  measure  should  be  entertained  which  interferes 
with  its  facilities  or  in  any  degree  obstructs  or  contracts  existing  ad- 
vantages. 

This  committee  has  always,  and  does  now  most  earnestly  desire,  that 
every  possible  facility  be  extended  to  all  commerce,  audit  has  always 
been  the  first  to  apply  for  any  relief  of  burden  or  difficulty  encountered 
by  any  branch  thereof.  It  has  entertained  and  acted  on  the  well-founded 
complaint  of  the  foreign  steamship  agents  and  others,  of  the  lack  of 
the  draught  of  water  required  for  their  largest  steamers  to  ply  at  this 
port  with  ease  and  freedom,  but  it  sees  no  reasonable  or  proper  ground 
for  entertaining  any  measure  which  even  threatens  any  further  sacrifice 
of  our  domestic  vessel  interest,  though  the  foreign  trade  be  thereby 
advanced.  For  these  reasons  this  committee  unanimously  are  of  opin- 
ion that  the  following  conditions  are  a  sine  qua  non  of  any  plan  whereby  a 
change  in  existing  facilities  in  the  entrance  to  this  harbor  is  to  be  made: 

First.  That  no  plan  should  be  entertained  which  has  for  a,  possible 
result  the  destruction,  or  even  increased  obstruction,  of  any  existing 
channel  now  largely  used  by  vessels  of  any  class. 

*  These  two  entered  from  the  ocean  via  one  channel  via  Gedney'.s. 


5 


Second.  That  the  plan  and  channel  which  should  be  selected  as  the 
one  by  which  the  greater  draught  of  water  is  to  be  afforded  should  be 
the  one  which  will  most  nearly  approach  the  following  standard  in  all 
particulars : 

(a)  It  should  be  the  one  in  which  30  feet  of  water  and  a  width  of  not 
less  than  500  feet  at  mean  low  tide  can  be  obtained  at  the  least  guaran- 
teed cost. 

(b)  It  should  be  guaranteed,  or  so  assured  by  well-known  natural 
conditions  and  laws  in  actual  operations,  as  not  to  require  guarantee, 
that  it  will  be  practically  self-sustaining  after  once  beiug  constructed, 
and  not  require  large  annual  appropriations  to  maintain  the  depth  de- 
sired and  once  attained. 

(c)  It  should  be  contracted  for  in  most  positive  terms,  that  neither  in 
the  process  of  the  work  nor  in  the  results  of  the  plan  adopted  shall  any 
interference  with  the  free  and  constant  use  of  any  and  all  other  chan- 
nels be  made  at  any  time  during  its  prosecution  or  after  its  accomplish- 
ment. 

(d)  It  should  be  that  plan  which  can  most  speedily  be  certainly  ac- 
complished. 

(e)  It  should  be  the  most  direct  and  shortest  route,  and  capable  of 
being  so  lighted  as  to  permit  entrance  at  all  hours  of  night. 

It  is  quite  possible  that  no  one  plan  can  be  devised  which  will  meet 
all  these  conditions,  but,  in  our  opiniou,  each  of  these  has  its  own  value 
and  weight,  and  if  a  plan  can  be  devised  embracing  them  all  a  most 
complete-result  will  necessarily  be  gained.  In  default  of  this,  then  that 
plan  which  comprises  and  complies  with  the  greater  number  of  these 
will  unquestionably  be  best. 

This  committee  has  been  to  great  trouble  and  expense  in  obtaining 
ail  existing  information  as  to  the  actual  operating  influences  going  on 
in  connection  with  the  channels,  and  they  fail  to  find  on  record,  or  in 
the  possession  of  any  one,  the  special  knowledge  which,  in  a  business 
aspect  of  the  question,  it  has  deemed  necessary  for  any  one,  however 
highly  educated  or  skilled,  to  form  exact  conclusions  as  to  what  forces 
are  in  actual  operation,  and  their  precise  direction  and  effect.  The 
problem  presented  is,  which  of  the  live  existing  channels  will  nearest 
afford  the  possible  conditions  hereinbefore  named  'I  Xow,  we  have  so 
limited  a  knowledge  that  Ave  do  not  know,  and  are  of  the  belief  that  no 
one  knows  the  exact  nature  of  the  bottom  or  bar  at  the  mouth  of  these 
channels, uor  has  ever  been  folly  and  specihcally  investigated,  the  precise 
volumetric  force  and  direction  of  the  different  bodies  of  water  operating 
directly  on  these  channels,  and  thus  enable  some  degree  ot  accuracy  in 
considering  how  far  nature  can  be  relied  on  to  maintains*  further  depth 
if  artificially  effected.  It  can  need  no  argument  to  convince  a  business 
mind  of  the  value,  if  not  necessity,  of  ascertaining  in  advance  every 
definite  element  bearing  on  the  question  ;  and  it  was  the  admission  by 
all  to  whom  reference  has  been  had  that  such  knowledge  does  not  exist, 
and  its  extreme  value,  in  deliberating  on  all  plans,  that  prompted  this 
committee  to  petition  Congress  to  grant  a  liberal  sum  to  be  expended 
not  only  in  perfecting  a  new  survey  of  the  harbor  and  all  the  waters 
connected  with  the  same,  but  in  extending  the  work  to  simultaneous 
tidal  observations  of  various  kinds,  to  be  made  at  a  number  of  different 
stations,  from  which  and  with  which  an  intelligent  plan  could  be  devised 
for  permanent  improvement  upon  the  conditions  most  desirable  from  all 
points  of  view.    We  have  seen  nothing  to  change  this  judgment,  and 


6 


deem  that  Congress  has  practically  complied  with  our  petition,  by  leav- 
ing to  yourself  entire  freedom,  not  only  to  adopt  a  plan,  but  to  use  your 
own  discretion  as  to  the  mode  of  arriving  at  a  conclusion,  and  do 
strongly  advise  that  all  needed  information  be  obtained  by  such  inves- 
tigation before  considering  plans,  as  otherwise  any  plan  and  all  plans 
must  be  largely  tentative  and  uncertain. 

This  committee  begs  to  state  to  you  most  emphatically,  that  it  de- 
clines and  has  always  declined  to  become  the  advocates  of  any  plan. 
Its  duties  are  dearly  to  oppose  and  protest  against  any  plan  which,  in 
its  judgment,  threatens  injury  in  any  form  to  existing  facilities  or  ad- 
vantages of  our  noble  harbor.  It  has  felt  constrained,  for  this  reason, 
to  respectfully  lay  before  you  conditions  which,  being  complied  with, 
will  certainly  fully  protect  us  from  injury,  and  protect  the  Government 
from  useless  and  improvident  experiments  and  expenditures,  and  trust 
that  you  will  see  and  be  impressed  with  their  propriety  and  reasonable- 
ness. They  will  also  venture  to  suggest  to  you  that  the  practice  of  in- 
stitutions, and  business  men  is,  when  any  great  and  important  building 
is  to  be  erected,  to  invite  competition  of  architects,  offering  a  suitable 
reward  for  all  plans,  and  a  premium  for  the  best  plan  submitted.  This 
committee  would  deem  it  a  wise  and  prudent  step  to  invite  the  compe- 
tition of  even  the  world's  talent  on  so  important  a  matter  as  opening 
an  improved  gateway  for  the  world's  commerce  to  our  city  and  country. 
Its  success  will  be  a  national  benefit.  An  error  or  grave  mistake  will 
inflict  incalculable  injury.  This  committee  will  at  all  times  cheerfully 
and  gladly  lend  its  co-operation,  when  deemed  by  you  desirable.  In  the 
meantime  it  will  rest  with  confidence  in  your  reputation  for  the  utmost 
integrity  and  business  ability,  to  take  such  wise  measures  as  cannot  but 
meet  with  the  approval  of  your  fellow  citizens,  and  particularly  of  the 
committee  on  the  harbor  and  shipping  of  the  Chamber  of  Commerce 
of  New  York. 

1  am,  with  great  respect,  your  obedient  servant, 

A.  Foster  Higgins, 
Chairman  of  Committee  on  the  Harbor  and 

Shipping  of  the  Chamber  of  Commerce. 

Hon.  William  C.  Endicott, 

Secretary  of  War, 

The  foregoing  letter  of  the  Chairman  of  the  Committee  on  the  harbor 
and  shipping  was  submitted  to  the  Chamber  of  Commerce  at  its  monthly 
meeting,  held  November  4,  188G,  and  unanimously  adopted  as  the  views 
of  the  chamber  on  the  improvement  of  the  harbor  of  ~New  York. 

Attest: 

Jas.  M.  Brown, 

President. 

George  Wilson, 

Secretary. 

New  York,  November  10,  1886. 


REPORT  OF  THE  BOARD  OF  ENGINEERS. 


Office  of  Board  of  Engineers  for 

Fortifications  and  for  River  and 

Harbor  Improvements,  etc., 

Xeic  York,  December  11,  1886. 

General:  The  Board  of  Engineers,  to  whom  was  referred  the  com- 
munication of  the  chairman  of  the  committee  ou  harbor  and  shipping 
of  the  Xew.York  Chamber  of  Commerce  upon  tne  subject  of  the  "Perma- 
nent improvement  of  the  sea  entrance  of  the  harbor  of  Xew  York,"  ad- 
dressed to  the  Honorable  the  Secretary  of  War.  under  date  of  November 
4,  l$S6,  has  the  honor  to  submit  the  following  report  upon  the  subject 
to  which  it  refers. 

The  communication  begins  with  a  brief  description  of  the  entrance 
to  the  harbor  of  New  York  and  an  enumeration  of  the  five  channels 
which  cross  the  bar  at  its  mouth,  uamely,  the  Coney  Island,  Fourteen- 
Foot,  East,  Swash,  and  Main  Ship  channels,  which,  it  states,  are  all  in 
active  and  constant  use. 

It  then  goes  on  to  state  that  all  vessels  drawing  over  15  feer  gen- 
erally use  the  Swash  and  the  Main  Ship  chaunels,  both  of  which  lead 
to  Gednex's  Channel  crossing  the  outer  bar,  and  that  vessels  of  less 
draught  mail  use  either  of  the  other  channels  :  and  it  continues  w  ith  the 
statement  that  the  demand  for  increased  depth  of  water  comes  almost 
exclusively  from  the  foreign  ocean  steamers,  ami  that  in  comparison 
with  this  commerce  our  coastwise  trade  in  American  vessels  of  lighter 
draught  is  so  much  more  important  to  the  country  ••  that  no  measure 
should  be  entertained  which  interferes  with  it<  facilities."  or  threatens 
any  further  sacritice  of  our  domestic  vessel  interest,  though  the  foreign 
trade  be  thereby  advanced:"  and  it  then  lays  down  this  condition  in 
respect  to  any  proposed  channel  improvement:  "That  no  plan  should 
be  entertained  which  has  for  a  possible  result  the  destruction  or  even 
increased  obstruction  of  any  existing  channel  now  largely  used  by  ves- 
sels of  any  class." 

Now,  iu  regard  to  this  condition,  it  may  be  answered,  that  while  a  ves- 
sel approaching  a  port  having  several  entrances  will  naturally  make 
use  of  that  one  which  is  the  nearest  and  most  convenient,  still  the  exist- 
ence of  several  such  channels  is  usually  a  detriment,  since  it  diverts 
the  supply  of  water  which  would  otherwise  widen  and  deepen  the  main 
channel.  When  this  main  channel  can  be  widened  and  deepeued  to 
the  extent  that  the  interests  of  commerce  may  demand  by  closing  any 
of  the  minor  channels,  there  is  not  only  no  engineering  objejtion  to  it, 
but  in  the  interests  of  ecouomy  and  of  commerce  it  ought  to  be  done. 

In  regard  to  the  use  of  the  five  channels  under  discussion,  it  must  be 
stated  that  the  Conev  Island  Channel  is  verv  much  used  bv  steamboats 
running  to  watering-places  on  the  south  side  of  Long  Island,  by  oyster- 
boats,  sail-boats,  and  tugs,  and  should  be  kept  open.  This  was  inteuded 
by  the  Board  when  its  project  was  presented,  but  was  omitted  with  the 
other  details  of  execution.  But  as  to  the  Fourteen-Foot  and  the  East 
channels,  which  cross  the  bar  lying  betweeu  Coney  [sland  and  Sandy 
Hook,  there  would  seem  to  be  some  misapprehension  :  for  not  only  they 
are  not  iu  active  and  constant  use.  as  stated  by  the  committee,  but,  ou 
the  contrarv,  thev  are  used  so  little  that  it  mav  almost  be  said  thev  are 
not  used  at  all,  only  a  few  small  vessels,  or  vessels  in  ballast,  or  dump- 
scows,  or  pilot-boats  occasionally  going  through  them.    They  are  so 


8 


crooked  and  so  little  known  by  navigators  that  even  tnguien  and  others 
familiar  with  the  harbor  will  not  go  through  them  except  in  the  clearest 
weather.  This  is  the  testimony  of  the  assistant  engineers,  inspectors, 
sailors,  tugmen,  and  others  who  have  been  employed  upon  the  improve- 
ment of  the  harbor,  and  who  have  had  these  channels  under  observa- 
tion continuously  since  work  was  begun  in  the  spring.  Oyster-boats, 
sail  boats,  steamboats,  and  tugs  towiug  dump-scows  make  frequent  use 
of  the  Coney  Island  Channel;  but  almost  the  entire  commerce  of  the 
port  using  the  Sandy  Hook  entrauce  passes  in  and  out  of  the  harbor 
through  Gedney's  Channel  and  the  Main  Ship  and  Swash  channels. 
So  far,  then,  as  the  interests  of  navigation  are  concerned,  uo  sacrifice 
of  domestic  coasting  interests,  or  of  any  other  interests,  would  follow 
from  the  closing  of  the  Fourteen-Foot  and  East  channels,  should  it  be 
found  necessary  to  do  so  in  order  to  secure  the  increased  depth  asked  for; 
and  no  crowding  of  the  other  channels,  such  as  has  been  feared,  would 
ensue,  since  not  2  per  cent,  of  the  coasting  trade  makes  use  now  of  these 
two  channels. 

On  the  Coast-Survey  chart  of  the  harbor  of  New  York  is  the  following 
note : 

East  Channel  is  .safe  for  vessels  of  light  draught,  but  is  very  little  used,  as  the 
ranges  are  distaut  and  uncertain,  and  the  east  bank  shoals  up  very  suddenly. 

The  communication  then  continues  with  a  second  requirement,  which 
is  as  follows  : 

"That  the  plan  and  channel  which  should  be  selected  as  the  one  by 
which  the  greater  draught  of  water  is  to  be  afforded  should  be  the  one 
which  will  most  nearly  approach  the  following  standard  in  all  particu- 
lars ;"  and  five  conditions  are  laid  dowu,  which  are  briefly  as  follows : 

(a)  That  it  should  be  the  one  that  would  cost  the  least. 

(b)  The  one  that  would  maintain  itself  and  not  require  annual  appro- 
priations for  its  maintenance. 

(c)  The  one  that  would  not  interfere  with  the  use  of  any  channel 
during  the  progress  of  the  work  or  after  its  completion. 

(d)  The  one  that  can  be  most  speedily  made. 

(e)  The  most  direct  one. 

All  these  conditions  may  be  accepted,  for  they  are  simply  the  ex- 
pression of  elementary  principles  which  control  every  such  work  of  en- 
gineering, with  the  exception  of  condition  c,  in  regard  to  the  obstruction 
of  minor  channels,  which  it  has  already  been  shown  cannot  be  consid- 
ered uecessary,  as  the  minor  channels,  other  than  the  Coney  Island 
Channel,  are  hardly  used  at  all,  and  uo  injury  to  commerce  can  possibly 
result  from  closing  them  should  it  be  found  expedient  to  do  so. 

But  the  conclusion  of  the  committee,  that  if  a  plan  cannot  be  devised 
which  shall  meet  all  these  conditions,  "then  that  plan  which  comprises 
and  complies  with  the  greater  number  of  them  "  should  be  adopted, 
cannot  be  regarded  as  a  sound  engineering  conclusion,  unless  the  condi- 
tions enunciated  are  all  of  equal  weight  and  importance;  and  this  is  not 
the  case,  lor  as  the  whole  purpose  of  the  proposed  improvement  is  to  se- 
cure a  certain  desired  channel  depth  which  will  maintain  itself  or  which 
may  be  maintained  at  the  least  possible  cost,  these  are  necessarily 
conditions  of  much  more  weight  than  any  of  the  others  laid  down  by 
the  committee,  and  should  control,  even  though  all  the  others  have  to 
be  thrown  aside. 

This  might  require  the  deepening  of  the  longest  channel  instead  of 
the  shortest,  or  of  the  most  expensive  one,  or  of  the  one  that  would  take 
the  longest  time  to  complete. 


9 


A  part  of  condition  b  is  that  the  channel  to  be  deepened  should  be 
the  one  that  would  maintain  itself,  and  which  would  not  require  large 
annual  appropriations  to  keep  it  open.  This  is  sound,  certainly  ;  but 
if  the  interest  on  the  cost  of  making  a  self  maintaining  channel  of  the 
depth  required  should  be  in  excess  of  the  amount  of  money  required  an- 
nually to  keep  it  open  by  dredging,  then  it  would  be  not  only  sound  en- 
gineering but  true  economy  to  apply  annual  appropriations  to  that  pur- 
pose. 

The  communication  then  states  that  u  this  committee  has  been  to 
great  trouble  and  expense  in  obtaining  all  existing  information  "  as  to  the 
question  of  improvement,  and  that  it  is  of  the  beliet  "  that  no  one  knows 
the  exact  nature  of  the  bottom  or  bar  at  the  mouth  of  these  channels, 
nor  has  ever  been  fully  and  specifically  investigated  the  precise  volu- 
metric force  and  direction  of  the  different  bodies  of  water  operating  di- 
rectly on  these  channels,  and  thus  enable  some  degree  of  accuracy  in 
considering  how  far  nature  can  be  relied  on  to  maintain  a  further  depth 
if  artificially  effected;"  and  that  in  consequence  it  has  recommended 
not  only  a  new  u  survey  of  the  harbor  and  all  the  waters  connected  with 
the  same,"  but  also  u  extending  the  work  to  simultaneous  tidal  observa- 
tions of  various  kinds  to  be  made  at  a  number  of  different  stations,  from 
which  and  with  which  an  intelligent  plan  could  be  devised  for  perma- 
nent improvement,"  and  that  "  it  was  the  admission  by  all  to  whom 
reference  has  been  had  that  such  knowledge  does  not  exist." 

It  is  to  be  regretted  that  amongst  the  persons  to  whom  reference  may 
have  been  had  by  the  committee  none  of  the  engineers  who  has  had 
charge  of  the  New  York  Harbor  Improvement,  and  who  may  be  pre- 
sumed to  know  something  about  the  subject,  was  included.  Otherwise 
the  committee  would  have  learned  without  either  trouble  or  expense 
that  the  nature  of  the  bottom  was  determi  ned  by  borings  made  during 
the  survey  of  that  part  of  the  harbor  conducted  by  Colonel  Gillespie  in 
1884,  and  that  the  current  and  tidal  observations  needed  or  that  could 
be  useful  in  any  way  in  deciding  upon  the  best  method  of  securing  the 
additional  channel  depth  required  have  been  made  at  various  times  by 
the  Coast  Survey  and  by  the  engineers  who  have  been  from  time  to 
time  in  charge  of  the  improvement  of  New  York  Harbor. 

Since  the  first  detailed  surveys  of  jSTew  York  Harbor  and  of  the 
adjoining  waters  were  made  by  the  Government  probably  $100,000 
have  been  spent  in  continuing  and  repeating  them;  and  however  inter- 
esting in  a  scientific  point  of  view  a  new  survey  of  the  harbor  and  "  all 
the  waters  connected  with  the  same,"  and  the  simultaneous  tidal  obser- 
vations recommended  by  the  committee,  might  be,  they  are  not  neces- 
sary for  deciding  upon  a  plan  of  channel  improvement. 

This,  it  is  believed,  answers  all  the  points  presented  in  the  commu- 
nication referred  to  the  Board. 

The  project  presented  by  the  Board  of  Engineers  in  its  report  of  De- 
cember 23,  1884,  for  securing  a  permanent  low- water  channel  30  feet 
deep  from  the  deep  water  of  New  York  Harbor  to  the  deep  water  of  the 
Atlantic  by  way  of  Sandy  Hook,  is  the  most  certain  method  of  accom- 
plishing the  end  desired  ;  and  as  it  provides  for  the  expenditure  of  more 
than  $1,000,000  in  dredging,  it  is  recommended  that  the  existing  ap- 
propriation of  $750,000,  which  was  made  under  this  project  and  in  ac- 
cordance with  the  recommendation  of  the  Chief  of  Engineers  transmitted 
to  Congress  by  the  Secretary  of  War,  be  applied  wholly  to  dredging  in 
Gedney's  and  the  Main  Ship  channels. 

It  should  be  stated  that  dredging  was  begun  in  Gedney's  Channel 
because  Congress  restricted  the  use  of  the  appropriation  of  $200,000 

14091  2 


10 


first  made  to  that  entrance.  Its  deepening  by  dredging  having  thus 
been  begun  by  the  direction  of  Congress,  should  now  be  thoroughly 
tried. 

Should  experience  show,  and  only  experience  can  show,  that  the  cost 
of  maintaining  a  dredged  channel  through  the  outer  bar  will  not  be  ex- 
cessive in  comparison  with  that  of  contraction  works,  then  dredging 
will  be  by  far  the  best  means  of  permanently  improving  the  entrance, 
and  it  would  give  the  speediest  relief  to  navigation. 

But  if  the  cost  of  maintaining  the  channel  prove  excessive,  then  the 
remainder  of  the  plan  proposed  by  the  Board  of  Engineers  in  1884  will 
come  up  for  execution. 

In  conclusion  the  Board  desire  to  state  that  careful  consideration  of 
the  plan  of  improvement  recommended,  taken  in  connection  with  the 
views  presented  by  the  committee  on  harbor  and  shipping  of  the  New 
York  Chamber  of  Commerce,  convinces  them  that  that  plan  complies 
as  nearly  as  it  is  possible  for  any  plan  to  comply  with  the  recommenda- 
tions of  that  committee,  and  confirms  them  in  the  opinion  that  it  cannot 
have  for  a  possible  result  "  the  destruction  or  even  increased  obstruc- 
tion of  any  existing  channel  now  largely  used  by  vessels  of  any  class." 

The  papers  referred  to  the  Board  in  this  connection  are  herewith  re- 
turned. 

Respectfully  submitted. 

Thos.  Lincoln  Casey, 

Colonel,  Corps  of  Engineers. 
Henry  L.  Abbot, 
Colonel  of  Engineers,  Bvt.  Brig.  Gen. 

C.  B.  Comstock, 
Lieut.  Col.  of  Engineers,  and  Bvt.  Brig.  Gen. 

D.  C.  Houston, 

Lieut.  Col.  Engineers. 
Walter  McFarland, 

Lieut.  Col.  of  Engineers. 

Brig.  Gen.  J.  C.  Duane, 

Chief  of  Engineers,  TJ.  S.  A. 

6 


